Control valve mechanisms



July 7, 1959 R. LAPSLEY 2,893,260

I CONTROL VALVE MECHANISMS Original Filed Jan. 5. 1953' H 1 4Sheets-Sheet 1 INVEN TOR. ROBERT LAPSLEY A T TYS.

July 7, 1959 R. LAPSLEY Original Fild Jan. 5. 1953 CONTROL VALVEMECHANISMS 4 Sheets-Sheet 3 INVENTOR.

ROBERT LAPSLEY ATTYSQ United States Patent I 2,893,260 CONTROL VALVEMECHANISMS Robert Lapsley, Buchanan, Mich., assignor to Clark EquipmentCompany, Buchanan, Mich., a corporation of Michigan Original applicationJanuary 5, 1953, Serial No. 329,495, now Patent No. 2,807,935, datedOctober 1, 1957. Divided and this application February 23, 1954, SerialNo. 415,649

4 Claims. (Cl. 74-471) My present invention relates generally to vehicledrive means, and, more specifically, is directed to control valves whichare particularly adapted for hydrostatic power transmission mechanisms.

This application is a division of my copending application, Serial No.329,495, filed January 5, 1953, now US. Patent No. 2,807,935, issuedOctober 1, 1957.

I describe and claim in my aforesaid copending application a hydraulicpower transmission mechanism which has all the features, but none of thedisadvantages, of conventional power transmission mechanisms. Myhydraulic power transmissionmechanism comprises a prime mover the outputshaft of which is utilized for driving the pump element of a hydraulictorque converter. The turbine element of the torque converter has adriving connection with a constant displacement hydraulic pump whichdevelops fluid under pressure for driving one or more hydraulic motors.The hydraulic motors, in turn, have driving connection with the drivewheels of the vehicle in which the transmission mechanism is embodied.The torque converter is associated with-the pump for providing therequired torque multiplication. The aforedescribed transmissionmechanism is substantially equivalent in characteristics to theconventional transmission mechanism wherein a variable displacement pumpis embodied.

It is an object of my present invention to provide the afore-noted drivemeans with a novel arrangement of valves and control mechanisms thereforwhereby the operator of the vehicle in which my present invention isembodied is afforded complete and flexible control over the drive means.

In carrying out the last-noted object, I provide a pressure relief valvecontrollable by a foot pedal which may be suitably actuated forinfinitely varying the pressure of the driving fluid between apredetermined allowable maximum pressure and zero pressure. In order topermit the vehicle to negotiate sharp turns, I provide valve means,responsive to rotary movement of the hand steering wheel, forcontrolling the direction of fluid flow to the drive motors. The valvemeans is operable to direct fluid in either direction to one motor, orto direct fluid in either direction to both motors, or to direct fluidin opposite directions to the motors. It will thus be apparent that theoperator of the vehicle has complete control in maneuvering the vehicle.

Now, in order to acquaint those skilled in the art with the principlesof my present invention, I shall describe in connection with theaccompanying drawings, a preferred embodiment thereof.

In the drawings:

Figure l is a diagrammatic showing of a typical vehicle drive meansembodying my present invention;

Figure 2 is a partial end elevational view of the drive means of Figure1;

Figure 3 is a schematic layout of the control valve means of my presentinvention;

Figure 4 is a cross-sectional view of the control valve ice means ofFigure 3 with the elements thereof being shown in various operatingpositions.

Referring now to the drawings, there is indicated by the referencenumeral 10 a prime mover having an output shaft 11. The prime moverpreferably takes the form of an internal combustion engine. The throttle12 of the prime mover 10 is controlled by an accelerator pedal 13pivotally mounted at 14 to the floorboard 15 of the vehicle. Theaccelerator pedal 13 and throttle are interconnected by suitable linkagemeans indicated generally at 16. The output shaft 11 of the prime mover10 hassecured thereon the pump element 20 of a hydraulic torqueconverter indicated generally by the reference numeral 21. The reactionmember 22 of the torque 0011- verter 21 is suitably mounted for rotationin one direction on a one-way brake assembly indicated at 23. Theturbine element 24 of the torque converter 21 is secured to the one endof the drive shaft 25 of a pump 26 which is of the constant displacementtype.

The pump 26 comprises two separate pumping sections 2'7 and 28 which, ina manner described more fully in my above referred to Patent No.2,807,935, serve to develop fluid under pressure for driving a pair ofhydraulic motors 29 and 30. The motors 29 and 30, respectively, haveoutput shafts 31 and 32 which preferably have a driving connection withthe wheels (not shown) of the vehicle in which the present drive meansis embodied.

A primary fluid circuit is provided for establishing a path for thefluid to flow between the pump 26 and the motors 29 and 30. The primaryfluid circuit comprises fluid passageway means arranged between the pump26 and the motors 29 and 30 and includes a valve mechanism 33 interposedin the fluid passageway means for controlling the flow of fluid to themotors 29 and 30 and, in addition, for controlling the flow of fluid tovarious auxiliary devices.

The construction of the valve mechanism is shown schematically in Figure3. A valve block is provided in which are formed cylindrical valveopenings 101, 102, 103, 104 and 105. Annular grooves 106, 107, 108 and109 are formed in the periphery of the valve opening 101; annulargrooves 110, 111, 112, 113, 114 and 115 are formed in the periphery ofthe valve opening 102; and annular grooves 116, 117, 118, 119, and 121are formed in the periphery of the valve opening 103. The valve opening104 has formed in the periphery there of an annular channel 122 andannular grooves 123 and 124, and the valve opening 105 has formed in theperiphery thereof an annular channel 125 and annular grooves 126 and127.

The valve block 100 also has formed therein axially aligned valveopenings 128 and 129. The valve opening 128 has formed in the peripherythereof annular grooves 130, 131, 132 and 133, and the valve opening 129has formed in the periphery thereof annular grooves 134, 135, 136 and137. The facing ends of the valve openings 128 and 129 areinterconnected by a common annular channel 138. V

'Slidably mounted respectively in the valve openings 101, 102, 103, 104,105, 128 and 129 are valve members 139, 140, 141, 142, 143, 144 and 145.Annular grooves 146 and 147 are formed in the periphery of the valvemember 139; annular grooves 148, 149 and 150 are formed in the peripheryof the valve member 140; annular grooves 151, 152 and 153 are formed inthe periphery of the valve member 141; annular grooves 154 and 155 areformed in the periphery of the valve member 144; and annular grooves 156and 157 are formed in the periphery of the valve member 145. The valvemember 142 is formed with a reduced end portion 158 which, centrally ofthe ends thereof, has spiral grooves 159 cut in' the periphery. Thevalve member 143 has a reducedend portion 160 including a tapered nose161. Spiral grooves 162 are cut in the periphery of the valve member 143centrally of the ends thereof.

The discharge side of the pump section 27 of the primary pump 26 hasconnection with a fluid passageway 163 which, in turn, communicates withthe annular groove 108 in valve opening 101. The discharge side of thepump section 28 of the primary pump 26 has connection with a fluidpassageway 164 which, in turn, communicates with the annular groove 126in valve opening 105 and the annular groove 121 in valve opening 103.Passageway 164 further communicates with the annular groove 132 in valveopening 128 and the annular groove 136 in the valve opening 129. Apassageway 165 interconnects annular grooves 120 and 114 and apassageway 166 interconnects annular grooves 115 and 109. A passageway167 further interconnects annular groove 123 and the valve openings 101,102 and 103.

A return fluid passageway 168, which communicates with the intake sidesof both of the pump sections 27 and 28 of the primary pump 26, connectswith the annular channel 138 and the annular grooves 127, 124, 116, 110,119 and 113. Annular grooves 130 and 134 also connect with the returnline 168 through passageway means (not shown). The annular groove 106 invalve opening 101 connects with a passageway 169 which communicates withthe sump tank 49 through a line 50 shown in Figure 1. A relief valve 170is placed in the passageway 169 and communicates with the return line168 for a purpose to be discussed more fully hereinafter.

A single acting auxiliary device (not shown) is connected to the annulargroove 107 in valve opening 101 and double acting auxiliary devices (notshown) are connected, respectively, to the annular grooves 111 and 112in valve opening 102 and annular grooves 117 and 119 in valve opening103. Rectilinear movement of the valve members 139, 140 and 141 isadapted to be selectively effected by means of hell cranks 171, 172 and173 mounted on fixed pivots 174, 175 and 176. Movement of the bellcranks 171, 172 and 173 may be effected through any suitable linkagemeans.

Fluid lines 177 and 178 connect at one end respectively with the annulargrooves 131 and 133 in the valve opening 128 and at the other end withthe fluid motor 29. Fluid lines 179 and 180 connect at one endrespectively with the annular grooves 135 and 137 in the valve opening129 and at the other end with the fluid motor 30. Rectilinear movementof the valve members 144 and 145 within the valve openings 128 and 129is effected by means of actuating linkage indicated generally at 181 andshown in detail in Figures 3, 4, 5, 6 and 7.

Pivotally mounted to the one outer end of each valve member 144 and 145is one leg of one of the L-shaped levers 182-and 183 which, in turn, arepivotally mounted on pins 184 and 185 carried at the ends of a bar 186.Rollers 187 and 188 are mounted on the pins 184 and 185 below the bar186 and the rollers 187 and 188 are guided respectively in grooves 189and 190 formed in the valve housing 100'. The other legs of the L-shapedlevers 182 and 183 have secured therein-pin members 191 and 192 uponwhich are mounted rollers 193 and 194. The rollers 193 and 194 areguided in grooves 195 and 196 formed at the lower ends of shafts 197 and198. Levers 199 and 200 are rigidly secured at their one ends to theupper ends of shafts 197 and 198 and at their other ends have pins 199'and 200' which are mounted for sliding movement within openings 201 and202 formed in the ends of shifter links 203 and 204 pivotally connectedtogether about a pin 205. The links 203 and 204 are normally maintainedin the position shown in Figure 3, against stops 201 and 202, by meansof springs 203' and 204'. A lever 206 is secured at one end to the pin205 and at the other end to a fixed pivot shaft 207 to which outwardlyof the valve housing 101 is secured the one end. of a lever 208.Theother end of the lever 208 is pivotally secured at 209 to a draw bar210 which is actuated through rotary movement of the steering column 211of the hand steering wheel 212.

The actuating linkage 181 further comprises a lever member 213 disposedabout a pin 214 carried by the bar 186. The other end of the levermember is secured to a shaft 215 which extends outwardly of the valvecover 33' and has secured thereto the one end of a lever 216. The lever216 is pivotally mounted at 217 to a draw rod 218 which is actuated by aforward-reverse selector lever 219 extending through the vehicle floorboard 15.

Assuming nowtha't the pump 26 is being driven and the valve members arein the position shown in Figure 3, fluid under pressure willbe'deliveredby the pump section 27 to the passageway 163 and fluid under pressurewill be delivered by thepump section 28 to the passageway 164. Since thepassageways 163 and 164 are in communication, the'fluid delivered byboth pump sections 27 and 28 will be joined and will be available forpowering the fluid'motors 29 and 30.

Now, should it be desired to drive the vehicle in a forward direction,the forward-reverse lever 219 is suitably actuated for pivoting thelever 213 counterclockwise as viewed in Figure 5. Such pivotal movementof the lever 213 causes the bar 186 and the L-shaped levers 182 and 183to shift to the left which, in turn, causes the valve members 144 and145 to shift to the left. With the valve members 144 and 145 in theposition shown in Figure 5, annular grooves 131 and 132 and annulargrooves 136'and 137 are placed in communication. Thus, fluid underpressure is directed to the fluid motors 29 and 30 through the fluidlines 177 and 180. Fluid passing through the fluid motors 29 and 30 isreturned through the fluidlines 178 and 179 to the annular grooves 133and and thence into annular grooves 138 and 134 which communicate withthe return line 168, thus providing a continuous primary fluid circuit.

The fluid motors 29 and 30 may be driven in a reverse direction bysuitably actuating the lever 219 so as to pivot the lever 213'clockwise. As a result of such action, the valve members 144 and areshifted to the right from the position shown in Figure 3 whereupon fluidunder pressure is directed to the motors through fluid lines 178 and 179and returned therefrom through fluid lines 177 and 180.

The control mechanism of my present invention is further adapted tofacilitate turning of the vehicle by controlling the flow of fluid tothe fluid motors 29 and 30; For example, with the vehicle proceedingforwardly, the hand steering wheel 212 may be rotated for effectingturning of the vehicle. Rotation of the hand steering wheel 212 for aright turn causes clockwise pivotal movement of the lever 206 which, asshown in Figure 6, moves the shifter links 203 and 204 to the left.Since the pin 200 is free to slide within the opening 202 no movement ofthe L-shapedlever 183 or valve 145 will take place. Thus, the motor 30will continue to be driven in a forwardly direction. However, as thelink 203 is moved to the left of the lever 199 and shaft 197 are pivotedcausing the groove to be disposed diagonally of the bar 186. Pivotalmovement of the shaft 197, in turn, causes the roller 193 to ride alongthe groove 195 thus effecting pivotal movement of the L-shaped lever 182about the pin 184. Such movement of the L-shaped lever 182 pulls thevalve member 144 to the right thereby progressively cutting off the flowof fluid to both sides of the fluid motor and then reversing thedirection of fluid flow through the motor 29.

From the foregoing description it should be understood that a slightrotary movement of the hand steering wheel 212 will not effect movementof the valve but a medium movement of steering wheel 212 will effect amedium movement of the valves and cause idling of the motor 29 thuspermitting the associated d:ive wheel to serve as a pivot,-while a largerotary movement of the hand steering wheel 212 will cause the motor 29to be driven in a reverse direction thus permitting the vehicle to pivotabout a point intermediate of the drive wheels associated with themotors 29 and 30.

If, after the vehicle has been turned while being propelled in a forwarddirection, it is desired to back the vehicle over the same path, theselector lever 219 need only be actuated for pivoting the lever member213 from the position shown in Figure 6 to the position shown in Figure7. Pivotal movement of the lever member 213 will cause the bar 186,together with the pivot pins 184 and 185 to move to the right. As aresult of such movement of the linkage 181, the valve members 144 and145 are urged toward each other changing the direction of fluid flowthrough the motors 29 and 30. That is, the motor 29 will be driven in aforward direction, while the motor 30 will be driven in a reversedirection.

It is to be understood that the vehicle may be turned in the oppositedirection from that described above by suitable rotation of the handsteering wheel 212 in a direction causing counterclockwise pivotalmovement of the lever 206 from the position shown in Figure 5.

In order to limit the pressure of the fluid flowing to the fluid motors29 and 30, a relief valve assembly indicated generally at 221 isprovided. The assembly 221 includes the aforedescribed valve member 143and further comprises a spring 222 abutting the head of valve 143 andthe one end of a plunger 223 slidably mounted in a partition wall 224. Astop collar 225 is secured to the plunger 223 outwardly of the partitionwall 224. A pin 226 is secured in the end of the plunger 223 anddisposed about this pin 226 is the one end of a lever member 227 whichat its other end is secured to a pivot shaft 228. A lever 229 is securedat one end to the shaft 228 and at the other end is pivoted at 230 to adraw rod 231 pivotally connected at 232, as shown in Figure l, to a footpedal 233. The foot pedal 233 is pivotally mounted at 234 to the vehiclefloor board 15 and is normally maintained in the position shown inFigure l by a spring 235. The spring 235 serves to place a biasing forceon the plunger 223, through the interconnecting linkage, for maintainingthe latter in the position shown in Figure 3.

Fluid under pressure flowing through the passageway 164 is directedthrough the spiral grooves 162 in the valve member 143 to the head endof the latter member. The fluid thus exerts a force against the spring222. If the pressure of the fluid exceeds the predetermined desiredpressure, as established by the setting of spring 222, the valve member143 will move to the left together with the reduced end portion 160. Asthe valve member 143 moves to the left, fluid is permitted to flow pastthe tapered nose portion 161 into the return passageway 168. This servesto relieve the pressure of the fluid flowing to the motors 29 and 30.

The relief valve assembly 221 is also controllable by the operator ofthe vehicle. By suitable depression of the foot pedal 233, the plunger223 may be moved to the left thus decreasing the force exerted by thespring on the valve member 143. By virtue of this arrangement, thepressure of the fluid flowing to the motors 29 and 30 may be decreasedfrom maximum pressure to zero pressure. Conversely, by releasing thefoot pedal 233, the pressure of fluid flowing to the motors 29 and 30may be increased from zero pressure to maximum pressure.

Operation of the accessory control valves 139, 140 and 141 by bellcranks 171-173, respectively, is described fully in my above referred toPatent No. 2,807,935 along with various other related mechanisms, suchas a pressure relief assembly 236, an auxiliary pump system 240 andother elements and devices related to the secondary fluid circuit. Suchwill therefore not be discussed further herein.

Now, while I have shown and described what I believe to be a preferredembodiment of my present invention, it will be understood that variousrearrangements and modifications may be made therein without departingfrom the spirit and scope of my present invention.

I claim:

1. A control mechanism for actuating a pair of valves, comprising, apair of levers each connected to a valve to be actuated, a bar, meansmounting said far for rectilinear sliding movement, means pivotallyjoining said two levers to said bar, first control means for slidingsaid bar and simultaneously moving said levers unidirectionally, a pairof pivotal link means each slidingly connected to one of said levers forpivotally actuating the latter relative to said bar, second controlmeans commonly connected to both said link means for independentlypivoting its associated lever and operating the valve associatedtherewith, as selected; the sliding actuation of said bar servingsimultaneously to motivate both the valves in like directions to effectboth opening and closing operation thereof.

2. A control mechanism for actuating a pair of valves comprising a barmember mounted for rectilinear sliding movement, a pair of leverspivotally connected intermediate their ends to opposite ends of said barmember, one end of each lever being pivotally attached to a valve to beactuated, the other end of each lever being slidingly connected to oneof a pair of shaft members, means for rotating each shaft memberindependently whereby the lever associated therewith is moved to produceindependent movement of the valve associated therewith, said last namedmeans comprising a pair of links pivotally interconnected at one end andhaving slots formed at their opposite ends, plural lever means eachsecured at one end to one of said shafts and each having its other endslidingly connected to one of said links in one of said slots wherebyupon movement of said links, one of said lever means is pivoted torotate its associated shaft, and means for moving said bar whereby saidfirst named levers are moved simultaneously.

3. A mechanism for controlling movement of a pair of valves, comprisinga bar mounted for rectilinear sliding movement, valve actuating leverseach positively connected to said bar for pivotal movement about an axistransverse to the longitudinal axis of said bar in response to movementof the latter in either direction and each having connection at its oneend with a valve to be actuated, first control means common to all ofsaid levers for effecting independent movement of each of said leversand their associated valves, as selected, and second control means foreffecting rectilinear movement of said bar as selected, whereby saidlevers are moved to open and close said valves in unison.

4. A control mechanism for a pair of valves, comprising, a bar mountedfor rectilinear sliding movement, valve actuating levers pivotedintermediate their ends on said bar for motion about axes lyingtransverse to the longitudinal axis of said bar, one end of each of saidlevers, having sliding cranking connection with one end of each of apair of shafts, means for rotating each shaft independently to crank thesaid one end of the laver associated therewith about said levers pointof intermediate pivotal connection with said bar, and means foreffecting rectilinear sliding movement of said bar, as selected, therebyto move said levers in unison.

References Cited in the file of this patent UNITED STATES PATENTS1,176,784 Speiden Mar. 28, 1916 1,413,625 Stusel et al Apr. 25, 19221,456,050 Benbow May 22, 1923 1,654,355 Webb Dec. 27, 1927 2,265,260Argo Dec. 9, 1941 2,345,224 Upp Mar. 28, 1944 2404.311 Plank July 16,1946

